ATR - System
ATR - System
ATR - System
System
Computers :
1. Integrated Modular Avionics (IMA)
2. Multi Function Computer (MFC)
3. Multi Purpose Computer (MPC)
System
Integrated Modular Avionics (IMA)
IMA provides computation, memory and input/output
Data procesing resources, shared between avionics
applications.
DC 28 volts supplied by :
4. Battre
5. DC Gen
6. DC GPU
System
Fuel.
With input from the PWR MGT & Position of PL, the EEC control
the fuel flow to the engine.
With the PWR MGT input & the CL position, the PEC (Prop Engine
Control) control the NP (Prop Speed) by changing the blade angle.
System
Power Plant
Torque setting:
TO PWR = 2160 SHP NP=100% TQ=90%
MCT PWR = 2400 SHP NP=100% TQ=100%
CLB PWR = 2160 SHP NP=82% TQ=109,7%
CRZ PWR = 2132 SHP NP=82% TQ=108,3%
For the ATR 42-600 to tip on its tail during ground loading,
the aircraft would have to reach 63% MAC.
OPERATIONAL CEILING
The operational ceiling is the maximum altitude which can
be reached with a minimum rate of climb of 300 ft/mn.
This is the recommended cruise altitude to
minimize the fuel consumption.
Flight Planning
A. TAXI FUEL
Quantity required for start up and TAXI (average quantity 2
mn/14 kg -- 30 lb) Hotel mode (if used) : 30 min -- 55 kg (122
lb)
Flight Planning
B. TRIP FUEL
Fuel required from departure to destination includes the
following quantities :
Take--off and initial climb (average quantity 1 mn/24
kg -- 53 lb)
Climb at selected speed
Cruise
Descent from cruising level to 1.500 ft above
destination airport
Approach and landing (average quantity 3 mn/30 kg --
66 lb)
Flight Planning
C. RESERVE FUEL - CONTINGENCY FUEL
According to national regulations and company policy (generally
based on a percentage of TRIP FUEL).
D. ALTERNATE FUEL
Fuel required to fly from destination to alternate airport. It
includes go--around climb to cruising level, cruise at long range
speed, descent and approach procedure
E. HOLDING FUEL
Fuel required for holding, calculated at minimum drag speed
with the estimated mass on arrival at the alternate or the
destination aerodrome, when no alternate is required.
Performance
PERFORMANCE DETERMINATION
Maximum take off weight is subordinated to the following
conditions
at take-off :
maximum design weight
first, second and final TO segments limitations
approach climb limitation
runway limitation
tire speed limitation
brake energy limitation
obstacle clearance
Performance
– single engine cruise
obstacle clearance
– at landing
approach climb limitation
runway limitation
contaminated by :
-- water or slush between 1/8 and 1/2 inch (3 and 12.7 mm)
-- loose snow, must be considered as slush. To determine the
equivalent slush
-- compact snow
-- ice
damp : a runway is damp when it is not perfectly dry, but when the water
does not give
it a shiny appearance.
For a damp runway, we do not consider any performance limitation.